The Bombardier Dash 8 or Q-Series, previously known as the de Havilland Canada Dash 8 or DHC-8, is a series of twin-engined, medium range, turboprop airliners. Introduced by de Havilland Canada in 1984, they are now produced by Bombardier Aerospace. Over 1,000 Dash 8s of all models have been built, with Bombardier forecasting a total production run of 1,192 aircraft of all variants through to 2016.The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing performance. With the Dash 8, DHC focused on improving cruise performance and lowering operational costs. The engine chosen was the Pratt & Whitney Canada PW100. The aircraft has been delivered in four series. The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to 78 passengers. Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q". Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009. Bombardier is considering launching a stretched version of the Q400. Wikipedia.
Bombardier and Short Brothers Plc | Date: 2017-02-08
A system for detecting mechanical failure of a connection between a variable differential transformer and a controlled element. The sensor system includes a variable differential transformer with a housing encapsulating a first coil, a bore in the housing, wherein the bore is adjacent to the first coil, a core disposed in the bore, a shaft connectible between the core, at a first end, and the controlled element, at a second end, and a biasing element connected to the shaft. Responsive to a break in the shaft, the biasing element moves the core to an out-of-range position detectable by at least the first coil.
Bombardier and Short Brothers Plc | Date: 2017-02-01
Assemblies, apparatus, devices and methods useful in providing lightning protection of avionic components associated with aircraft antennas are disclosed. Aspects of the present disclosure may be used on aircraft comprising structural elements made from composite materials having a relatively low electrical conductivity. An exemplary assembly disclosed comprises: an antenna secured to a structural element of the aircraft and configured to receive wireless signals and/or transmit wireless signals external to the aircraft; a communication unit operatively connected to the antenna for signal transmission between the antenna and the communication unit; and an isolation transformer electrically disposed between the antenna and the communication unit where signal transmission between the antenna and the communication unit is conducted via the isolation transformer.
Bombardier and Short Brothers Plc | Date: 2017-02-08
A system includes a processor and a memory system in communication with the processor. The memory system stores instructions that when executed by the processor result in the system being operable to access an event list that defines a plurality of events and a scenario list that defines a plurality of scenarios as routes through a tree structure that includes one or more of the events for each of the scenarios. The system is also operable to build a specific risk matrix that calculates a plurality of combined probabilities based on each pairing of an occurrence of each of the events in combination with each of the scenarios. The system is further operable to output a residual probability for each of the events based on a summation of the combined probabilities for each of the events.
Bombardier | Date: 2017-01-11
A passenger service system includes a seat, a first sensor associated with the seat that senses a position of the seat and generates a first signal, a second sensor associated with the seat that senses the presence of a passenger in the seat and generates a second signal, a first light source disposed at a predetermined location with respect to the seat, where the first light source generates light, a third sensor associated with the first light source that senses at least a position of at least one hand of the passenger and generate a third signal, and a controller that receives the first signal, the second signal, and the third signal and generates a first light signal that controls at least one parameter associated with the light including at least one of an intensity, a color, a projected pattern, projected pattern location, or a width.
Bombardier | Date: 2017-01-04
The invention relates to an inductive power transfer pad (1), in particular a transfer pad of a system (1, 11, 12) for inductive power transfer to a vehicle (43), comprising a stationary part (2) and a movable part (3), wherein the movable part (3) comprises a primary winding structure (6) for generating a magnetic or electromagnetic field while an electric current flows through windings of the primary winding structure (6), wherein the inductive power transfer pad (1) comprises at least one actuator (14; 44) for actuating motion of the movable part (3), wherein the movable part (3) is movable at least into a first direction by the at least one actuator (14; 44) so as to move between a retracted state and an extended state, wherein - the stationary part (2) comprises operating devices (38), which are electric and/or electronic devices adapted to operate the primary winding structure (6) so that the primary winding structure (6) generates the magnetic or electromagnetic field, wherein the operating devices (38) are electrically connected to the primary winding structure (6) and produce heat during operation, - the stationary part (2) comprises a cooling device (31) which is thermally coupled to the operating devices (38) and is adapted to transfer heat to an environment of the inductive power transfer pad (1), - the cooling device (31) is covered by the movable part (3) in the retracted state and the movable part (3) uncovers the cooling device (31) while being moved into the extended state.
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP2-01-2015 | Award Amount: 19.97M | Year: 2016
X2Rail-1 addresses the S2R-CFM-IP2-01-2015 Start-up activities for Advanced Signalling and Automation System call issued by the Shift2Rail Joint Undertaking as part of the Innovation Programme 2 Advanced Traffic Management & Control Systems. The X2Rail-1 project aims to research and develop six selected key technologies to foster innovations in the field of railway signalling and automation systems towards a flexible, real-time, intelligent traffic management and decision support system. The actions to be undertaken in the scope of X2Rail-1 are related to the following specific objectives: To overcome the limitations of the existing communication systems by adapting radio communication systems which establish the backbone for the next generation advanced rail automation systems. To improve the usable track capacity by introducing more Automatic Train Operation (ATO) systems and Moving Block systems. To innovate the signalling architectures towards more decentralized and less cost intensive systems by incorporating Moving Block systems and Smart Wayside Objects. To minimize energy consumption and to improve train punctuality through more extensive use of Automatic Train Operation (ATO) systems. To increase innovation in the field of lab testing by developing architectures for new lab test systems and simulations for control, command and communication systems in order to reduce costs. To ensure security among all connected signalling and control systems by developing new cyber security systems dedicated to railways. To ensure the backward compatibility of ERMTS/ETCS technologies, notwithstanding of the required functional enrichment of the future signalling and control systems.
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP3-02-2016 | Award Amount: 7.29M | Year: 2016
IN2SMART represents the 1st proposal of the Shift2Rail members referred, according to MAAP, to the following Technology Demonstrators (TDs): TD3.7 Railway Information Measuring and Monitoring System (RIMMS), TD3.6 Dynamic Railway Information Management System (DRIMS) and TD3.8 Intelligent Asset Management Strategies (IAMS). These TDs will deploy an overall concept for Intelligent Asset Management based on the following three main interlinked layers: Measuring and Monitoring systems to collect data from the field related to the railway assets status: IN2SMART will develop unmanned systems for remote monitoring; track geometry, switches & crossings and signalling monitoring systems; innovative measurement of train parameters and wheel defects combined with rolling stock identifications systems. Data management, data mining and data analytics procedures to process data from the field and from other sources: IN2SMART will develop standard open interfaces to access heterogeneous maintenance-related data; analytic tools to automatic detect anomalies, discover and describe maintenance workflow processes and predict railway assets decay towards prescriptive maintenance. Degradation models and decision making tools to support maintenance strategies and execution: IN2SMART will lay the foundation of a generic framework for asset management and decision support process. This framework will specify the scope, objectives, workflow and outcomes of the decision-making process for maintenance interventions planning, and will be the enabler for the development of future decision support tools and systems. IN2SMART will also develop an optimised tamping tool and a robot platform for maintenance works. IN2SMART will complement the work of the IN2RAIL lighthouse project to reach a homogeneous TRL4/5 demonstrator. The following Grant will start from IN2SMART to reach the final Integrated Technology Demonstrators that will deploy the overall concept of Intelligent Asset Management.
Agency: European Commission | Branch: H2020 | Program: IA | Phase: GALILEO-1-2015 | Award Amount: 4.46M | Year: 2016
The STARS project paves the way for the future EGNSS deployment in safety relevant railway applications. By evolving the highly developed and deployed ERTMS standard through the implementation of the satellite positioning functionality, it will be possible to reduce the cost of the future railway signalling systems, especially for lines with lower traffic density. The project deals with three main topics: 1) The elaboration of reference data and characterisation of the railway environment through a measurement campaign; 2) The assessment of the EGNSS performances achievable in the railway environment with the determination of the applicable requirements for the positioning system as well as the necessary evolutions of EGNSS services and ERTMS/ETCS functions and 3) Quantification of the economic benefits and specifying the possible implementation roadmap when applying the EGNSS on railways. The project is strongly linked with other initiatives and actions on the same topic in Europe. In order to feed directly into the standardization work of ERTMS, the project partners will cooperate closely with UNISIG. Moreover, the project will actively interact with NGTC (EU funded FP7) and the results will be directly implemented by SHIFT2RAIL, providing the practical demonstrators for different categories of railway tracks. The approach developed in STARS is also taking the profit of the strong know-how inherited from civil aviation, making this project as completely integrated and consistent in overall activities in Europe and worldwide, leading to the effective deployment of the satellite technologies in advanced railway signalling systems.
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP1-01-2016 | Award Amount: 12.98M | Year: 2016
The PINTA Project (IP1 Traction TD1 and Brakes TD5 Phase 1) will address the two key topics highlighted in the first Shift2Rail Call topic S2R-CFM-IP1-01-2016 Development of concepts towards the next generation of traction systems and management of wheel/rail adhesion, namely Traction and Adhesion Management. Traction subproject will focus on the improvement of seven technical and economical performances of the Traction system that have been agreed and defined in Roll2Rail. These performances have to be improved on five different train applications having different constraints, needs and specificities, from tramway to HST, including metro, sub-urban, regional trains. In particular, Traction sub-project will address the following: 1) Line capacity increase through weight, volume and noise savings of Traction equipment. 2) Operational reliability increase via higher reliability/availability. 3) Railway system LCC reduction As far as Adhesion management is concerned, the work will lead to the achievement of a number of important objectives linked to Brakes, such as Improvement of braking degradation limit in poor adhesion condition Management of all adhesion conditions in a way that brake distances are optimized Improvement of the overall train safety, which relies substantially on the management of the wheel/rail contact Reduction of wheel Life-Cycle-Costs (LCCs) through optimized wheel/rail contact in braking The activities should contribute in formulating new performance specifications for Adhesion Recovery Systems. Moreover, improved requirements for Wheel Slide Protection test procedures should be developed, followed by new specifications for Automatic Test benches.
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP1-02-2016 | Award Amount: 5.91M | Year: 2016
CONNECTA aims at contributing to the S2Rs next generation of TCMS architectures and components with wireless capabilities as well as to the next generation of electronic braking systems. CONNECTA will conduct research into new technological concepts, standard specifications and architectures for train control and monitoring, with specific applications in train-to-ground communications and high safety electronic control of brakes. The specific actions to be undertaken within the scope of CONNECTA contributing to the S2R Multi-Annual Action Plan on TD1.2 and TD1.5 are: To develop the general specifications of next generation TCMS and to generate the corresponding high level system architecture; To incorporate wireless technologies to train communication network solutions; To provide a train-wide communication network for full TCMS support including the replacement of train lines, connecting safety functions up to SIL4 and support of fail-safe and fail-tolerant principles, to provide an optimal train network for TCMS & OMTS (Onboard Multimedia and Telematic Services) as well as communication mean for non-TCMS functions; To standardise functional interfaces of functions and sub systems as well as to define a generic functional architecture for the next TCMS generation; To facilitate the coupling of two or more consists supplied by different manufacturers and which could have different train functions; To develop a simulation framework in which all subsystems of the train can be simulated, allowing remote and distributed testing including hardware in-the-loop through heterogeneous communication networks; To achieve a performance improvement in safety relevant braking functions resulting in optimisation of the braking distances in safety braking; To optimise onboard systems by reducing the number of sophisticated pneumatic components and improving the overall LCC; To validate non-railway EN standards for use in safety-related railway applications.